Providing a charging event for a vehicle battery

ABSTRACT

A method for providing a battery charging event comprises a plurality of operations. An operation is performed for inhibiting a first battery load from drawing electrical current from a battery charging system of a vehicle. An operation is performed for activating ignition circuitry of the vehicle after said inhibiting of the first battery load. An operation is performed for starting the engine after said ignition circuitry activation. An operation is performed for inhibiting a second battery load from drawing electrical current from the battery charging system after said starting of the engine. An operation is performed for causing an output of an alternator of the vehicle to be adjusted dependent upon a present location of the vehicle.

CROSS REFERENCE

This application is related to co-pending U.S. patent application Ser.No. ______, filed ______, entitled “Providing a Charging Event for aVehicle. Battery”, attorney docket number 83184994.

FIELD OF THE DISCLOSURE

The disclosures made herein relate generally to automotive electricalsystems and, more particularly, to methods and systems for providing ahighly-optimized charging event for a vehicle battery.

BACKGROUND

Automotive OEMs (original equipment manufacturers) typically require anelectrical system (e.g., a battery and associated key-off loads drawingbattery power) of a vehicle to be configured in a manner for allowingthe vehicle to be started after it has been static for up to 30 days(i.e., 30-day ready-to-start performance). Design targets forbest-in-class performance assume a static KOL (key-off-load) of lessthan 15 mA (milli-amps). Unfortunately, a vehicle with an electricalsystem having a considerable number of KOLs and/or power intensive KOLscan have a KOL need of 20 mA to 30 mA. This being the case, it can be achallenge to maintain a minimum acceptable SOC (state of charge) for abattery of such a vehicle.

Known solutions for achieving 30-day ready-to-start performance oftendrive added cost to a vehicle, reduced feature content capability,and/or shedding of electrical loads over the 30-day period. It is wellknown that shedding of electrical loads can cause certain systems toappear to be malfunctioning, which can result in TGW (Things-Gone-Wrong)demerits to an OEM of the vehicle, adverse customer satisfactionratings, and/or increased warranty clams if parts are replaced.

During slow sales periods, lot storage times can exceed 30 days at theOEM's manufacturing site, dealer sales/storage lots, or a combination ofboth. During these slow sales periods or for vehicles being shipped longdistances, static storage time needs of OEMs can often be as much as 120days or greater. As such, solutions for achieving over 120 days ofready-to-start performance require shedding almost all KOLs and droppingthe 15 mA static 30-day KOL target to zero or near zero. This ultra lowlevel of KOL will naturally result in higher levels of TGWs and warrantyrisk for a 120-day ready-to-start system relative to issues experiencedwith a 30-day ready-to-start system due to the need to completelydisconnect all high KOL systems and the resulting loss of totalfeature/function.

Various approaches for enhancing 30-day ready-to-start performance areknown. To enhance their effectiveness and/or practicality, minorimprovements in KOL can be achieved by zero cost methods such as reducedscan rates for radio frequency (RF) receivers and digital input/output(I/O) signals. However, these types of improvement approaches offer onlyminor KOL reduction (e.g., 100-200 uA) and create the risk of TGWs andwarranty for affected systems (e.g., remote entry, alarms, tire pressuresensing, and others). Furthermore, such known approaches for enhancing30-day ready-to-start performance are also known to have certainshortcomings that limit their effectiveness and/or practicality withregard to cost, weight, and/or vehicle modularity (i.e., use acrossmultiple models of vehicles).

One such approach for enhancing 30-day ready-to-start performancerelates to use of a larger battery for enhancing 30-day ready-to-startperformance, which can add cost (e.g., as much as $10, per vehicle)and/or weight, (e.g., as much as 10 lbs per vehicle). Another suchapproach for enhancing 30-day ready-to-start performance relates toautomated load shedding via semiconductor switches in a vehicle that hasonly one Hot At All Times (HAAT) power feed and having a Bipolar or FETswitch (pass circuit) to fully activate the module for normal RUNoperation. Implementation of such semiconductor switched load sheddingis possible through use of circuits capable of being selectivelyswitched off (e.g., via a network message) to lower KOL. However, thistype of automated load shedding can add cost (e.g., as much as $1 toevery effected module needing a robust protected pass circuit) and/orincrease the potential for TGW demerits and warranty risks. Another suchapproach for enhancing 30-day ready-to-start performance relates toautomated load shedding using a latching relay rather than aconventional relay because the relay and control circuit cannot draw anypower after it switches the desired loads open circuit. The latchingrelay needs to be scaled for the total normal RUN current expected fromthe effected modules because the module KOL power feed is typically alsothe same feed used for RUN current consumption. Such a latching relayand control circuit can add cost (e.g., as much as $4 per vehicle)and/or increase the potential for TGW demerits and warranty repairs.Another such approach for enhancing 30-day ready-to-start performancerelates to removable bus bars. But, their associated install/removallabor costs, the fixed cost of the bus bar/associated fuse socket,and/or issues adversely affecting vehicle modularity make them anundesirable solution. Yet another such approach for enhancing 30-dayready-to-start performance relates to reducing KOL by use of lowquiescent regulators and other low power semiconductor devices, whichcan add cost (e.g., as much as $0.25 or more per device).

Various known aftermarket (A/M) remote start systems offer thecapability of starting a vehicle's engine if the ambient temperaturedrops below a certain threshold and, optionally, if the vehicle batteryfalls below a certain voltage. However, there are several shortcomingsassociated with use of such known A/M remote start systems for managingSOC of the vehicle's battery. Because the primary function of A/M remotestarter systems is to precondition a passenger cabin for comfort, onesuch shortcoming is that these remote start systems are not optimized orintended to reduce power consumption during such cabin temperaturepreconditioning (e.g., the air conditioning compressor and/or the blowerfan are typically operated at maximum performance). Another suchshortcoming is that these add-on remote start systems do not have accessor ability to control all vehicle systems to aggressively minimize powerdemand of these vehicle systems during the remote start operation.Another such shortcoming is that, due mainly to emissions concerns,these remote start systems do not have provisions for causing thevehicle's engine to run at an idle level that is significantly higherthan a target idle (e.g., higher idle than the idle during regularoperation of the engine) or for extended periods as needed to properlycharge the battery. Another such shortcoming is that these remote startsystems can create a risk of a fire (e.g., from catalyst or exhaust heatwhen parked over dry vegetation). Still another such shortcoming isthat, under the assumptions that the risk of a no-start condition due tolack of fuel is of a higher severity than a cabin that is too hot or toocold, these remote start systems are configured to cease operation if alow fuel level condition is exhibited (e.g., a fuel level that would betypical of that of a new vehicle at an OEM's manufacturing site ordealer sales/storage lot). Still another such shortcoming is that suchremote start systems cannot implement desired measures to ensure vehiclesecurity. Yet another such shortcoming is that such remote start systemsthat offer a simple vehicle start when the battery is low or coldrequire the customer to incur the cost of the complete system includingcomponents not required for implementing only a vehicle battery chargeevent (e.g., radio frequency receiver, antenna, control fobs, etc).

Therefore, providing a battery charge event in a manner that overcomesshortcomings associated with known remote start systems and with knownapproaches for enhancing ready-to-start performance would beadvantageous, desirable and useful.

SUMMARY OF THE DISCLOSURE

Embodiments of the present invention provide for charging a battery of avehicle if conditions exist that warrant starting the vehicle's engineto recharge the battery. More specifically, embodiments of the presentinvention provide for optimizing a charging event of a vehicle'sbattery, to improving safety during such charging event, to improvingsecurity during such charging event, and to reducing fuel consumptionand overall carbon footprint during such charging event. Thisfunctionality is useful in beneficially affecting ready-to-startperformance in vehicles that may sit unattended for as many as 120 daysor more. Accordingly, a vehicle starting system and methodologyconfigured in accordance with an embodiment of the present invention canbe used for managing a vehicle battery state of charge in a manner thatovercomes shortcomings associated with known remote start systems andwith known approaches for enhancing ready-to-start performance.

In one embodiment of the present invention, a method for providing abattery charging event comprises inhibiting a first battery load fromdrawing electrical current from a battery charging system of a vehicle,starting an engine of the vehicle after such inhibiting the firstbattery load, and causing an output of an alternator of the vehicle tobe maintained above a target idle output after starting the engine.

A method for providing a battery charging event comprises inhibiting, afirst battery load from drawing electrical current from a batterycharging system of a vehicle, activating ignition circuitry of thevehicle after such inhibiting of the first battery load, starting theengine after the ignition circuitry activation, inhibiting a secondbattery load from drawing electrical current from the battery chargingsystem after starting the engine, and causing an output of an alternatorof the vehicle to be adjusted dependent upon a present location of thevehicle. Preferably, the target idle would be implemented for maximizinga rate of charging of the battery.

In another embodiment of the present invention, a processor-readablemedium having tangibly embodied thereon and accessible therefrom a setof instructions interpretable by at least one data processing device.The processor-readable medium is a non-transient processor-readablemedium. The set of instructions is configured for causing the at leastone data processing device to carry out operations for inhibiting afirst battery load from drawing electrical current from a batterycharging system of a vehicle, starting an engine of the vehicle aftersuch inhibiting of the first battery load, and causing an output of analternator of the vehicle to be maintained above a target idle outputafter starting the engine.

Prior art approaches for remote starting of a vehicle are intendedfor: 1) creating cabin comfort (cooling or heating depending on seasonand climate) for the vehicle occupant(s), 2) warming an engine in lieuof an engine block heater, and/or 3) charging of the vehicle's batterywithout pre-start battery load shedding, post-start battery loadshedding, and/or alternator output enhancement. By their very nature,prior art remote starting solutions intended for creating cabin comfortand/or for warming an engine will result in significant electrical powerbeing consumed by current drawing components not necessary for startingthe vehicle's engine and/or in electrical power being consumed bycurrent drawing components not necessary for safe continued operation ofthe vehicle's engine for carrying out the intended goal of an optimizedbattery charging event. In contrast, embodiments of the presentinvention provide for enhanced alternator output with respect to anoutput of the alternator at a target engine idle speed (i.e., targetidle output) and for reduction of electrical power that is consumed bycurrent drawing components not necessary for starting the vehicle'sengine and/or not necessary for safe continued operation of thevehicle's engine for carrying out the battery charging event.

These and other objects, embodiments, advantages and/or distinctions ofthe present invention will become readily apparent upon further reviewof the following specification, associated drawings and appended claims.

BRIEF DESCRIPTION OF THE DRAWINGS

FIGS. 1A-1C show a flow diagram of a method for providing a batterycharging event in accordance with an embodiment of the presentinvention.

FIG. 2 is a block diagram representation of a body control moduleconfigured in accordance with an embodiment of the present invention.

FIG. 3 is a block diagram representation of a vehicle configured inaccordance with an embodiment of the present invention is shown.

DETAILED DESCRIPTION OF THE DRAWING FIGURES

FIGS. 1A-1C show a flow diagram of a method 100 for providing a batterycharging event in accordance with an embodiment of the presentinvention. The method 100 is configured for charging a battery of avehicle by starting the vehicle's engine only if conditions exist thatwarrant starting the vehicle's engine to recharge the battery. Theunderlying functionality of the method 100 is referred to herein as aremote start charging mode (i.e., the vehicle having a remote startfunctionality configured for providing a battery charging event).Advantageously, such remote start charging mode seeks to optimise acharging event of the vehicle's battery, to improving safety during suchcharging event, to improving security during such charging event, and toreducing fuel consumption and overall carbon footprint during suchcharging event. In this manner, the method 100 is useful in beneficiallyaffecting ready-to-start performance in vehicles that may sit unattendedfor long periods of time (e.g., as long as 120 days or more).

Referring to FIG. 1A, the method 100 begins with an operation 102 beingperformed for receiving a remote start activation command for activatinga remote start charging mode. It is disclosed herein that the remotestart command can be issued by any number of sources. In one embodiment,a vehicle configured for monitoring its own battery voltage andgeographic location can issue the remote start command if the batteryvoltage is too low and the vehicle location is known to be a locationacceptable for activating the remote start charging mode (e.g.,determined using a global positioning system (GPS) of the vehicle). Inanother embodiment, the vehicle can send out a warning that its batteryvoltage is approaching a critical low state and, in response, a remoteentity (e.g., vehicle plant personnel, vehicle rental lot personnel,etc) can cause a remote start activation command to be transmitted forreception by the vehicle (e.g., via RF signal or cellular signal) whenit is known that the vehicle location is a location acceptable foractivating the remote start charging mode. In another embodiment, thevehicle can be configured to issue a remote start command on a periodicinterval (e.g., every X days) such as for example when it is known thatthe vehicle is in a location acceptable for activating the remote startcharging mode. It is disclosed herein that the remote start command canalso be issued in the case where battery voltage is known or anticipatedto be at an acceptable level but ambient temperature at the locationwhere the vehicle is located is known to be or anticipated to be at alevel that may present a risk of the engine not starting (e.g., due totoo cold of an engine).

In response to the remote start command being received, an operation 104is performed for determining if the vehicle's remote start charging modeis enabled. If it is determined that the vehicle's remote start chargingmode is not enabled, the method 100 can continue to check if the remotestart charging mode subsequently becomes enabled (e.g., checks for aprescribed number of times and/or for a prescribed period of time beforethe method terminates). It is disclosed herein that the vehicle's remotestart charging mode can be enabled after the vehicle receives the remotestart command. For example, the vehicle's remote start charging mode canbe enabled after the remote start command is received by the vehicle inresponse to the vehicle being moved from a location unacceptable foractivating the remote start charging mode to a location acceptable foractivating the remote start charging mode and/or a temperature droppingbelow a lower temperature limit within a prescribed period of time afterthe remote start command is received.

If it is determined that the vehicle's remote start charging mode isenabled, an operation 106 is performed for determining if the vehicle'sbattery is exhibiting a voltage that can put the vehicle at risk for notstarting (i.e., a start voltage risk). If it is determined that thevehicle's battery is presently not exhibiting a start voltage risk, themethod 100 can continue to check if the vehicle's battery subsequentlyexhibits a start voltage risk (e.g., checks for a prescribed number oftimes and/or for a prescribed period of time before the methodterminates). For example, in the case where it has been estimated thatthe vehicle's battery is approaching a condition where it may beexhibiting a start voltage risk (e.g., vehicle is known to have beensitting unstarted for a particular number of days), the vehicle'sbattery may not yet actually be exhibiting a start voltage risk.Similarly, the vehicle's engine may have been manually started during aperiod of time that would otherwise result in a start voltage risk. Assuch, the method 100 not proceeding until a start voltage risk ispresent precludes unnecessary starting of the vehicle's engine.

If it is determined that the vehicle's battery is exhibiting a startvoltage risk, an operation 108 is performed for determining ifconditions for allowing the engine of the vehicle to be safely startedhave been met (i.e., safe conditions met). It is disclosed herein thatsuch a safe condition determination can be made ad a different locationin the method 100 and/or at one or more other locations within themethod 100. If it is determined that specified safe conditions have notbeen met, the method 100 can continue to check if the safe conditionshave subsequently been met (e.g., checks for a prescribed number oftimes and/or for a prescribed period of time before the methodterminates). Examples of safe conditions include, but are not limitedto, the vehicle's hood being closed, no adverse engine or emissionscodes being present, transmission in park (automatic) or in neutral(manual), parking brake on, battery voltage drop rate within specifiedrange, vehicle is in an outdoor/open parking structure (e.g., an open orventilated parking garage) based on GPS location, vehicle is indesignated parking area, and the like. It is also disclosed herein thatsuch a safe condition determination can include determining if thevehicle is located on a hazardous surface (e.g., a non-paved surface(e.g., grass) as opposed to pavement).

If it is determined that conditions for allowing the engine of thevehicle to be safely started have been met, an operation 110 isperformed for determining if the vehicle is in an outdoor/open parkingstructure. It is disclosed herein that such an outdoor/open parkingstructure determination can be made ad a different location in themethod 100 and/or at one or more other locations within the method 100.Such information may have been previously determined in conjunction withassessing safe conditions of the vehicle. Examples of vehiclecomponents/circuitry that can be used for determining if the vehicle isat an outdoor/open parking structure include, but are not limited to, aglobal positioning system, solar level detecting indicating sensors,cameras, radar sensors, ultrasonic sensors, and the like. It is alsodisclosed herein that such an outdoor/open parking structuredetermination can include determining if the vehicle is located overwater (e.g., on a ship), travelling along railroad tracks (e.g., in/on arail car), and the like.

The method 100 proceeds with implementing a battery charging eventsuitably configured for outdoor/open parking structure operation of thevehicle's engine (i.e., at segment A of the method 100) if it isdetermined that the vehicle is an outdoor/open parking structure.However, if it is determined that the vehicle is indoor or it is notdeterminable as to whether or not the vehicle is in an outdoor/openparking structure, an operation 112 is performed for determining if theremote start charging mode is enabled in a normal state. One example ofa normal state is a state that includes provisions for allowing thevehicle's engine to be safely operated in an indoor location. The method100 proceeds with implementing a battery charging event suitablyconfigured for indoor operation of the vehicle's engine (i.e., atsegment B of the method 100) if it is determined that the remote startcharging mode is enabled in a normal state. Otherwise, the method 100ends without starting the vehicle's engine.

As discussed above in reference to the operation 102 for receiving aremote start activation command it was disclosed that the remote startcommand can be issued by any number of sources. It is also disclosedherein that the remote command can optionally be issued at otherrelative positions within the method 100. For example, in an embodimentwhere the vehicle periodically monitors conditions such as whetherremote start charging mode is enabled, whether there is a start voltagerisk, whether required safe conditions are met, and/or whether thevehicle is located at an indoor location or an outdoor/open parkingstructure, the vehicle itself can issue the remote start command afterdetermining that the remote start charging mode is enabled, afterdetermining that there is a start voltage risk, after determining thatrequired safe conditions are met, and/or after determining whether thevehicle is located at an indoor location or outdoor/open parkingstructure. Similarly, a remote state command transmitted for receptionby the vehicle from a remote entity can be issued after determining thatthe remote start charging mode is enabled, after determining that thereis a start voltage risk, after determining that required safe conditionsare met, and/or after determining whether the vehicle is located at anindoor location or outdoor/open parking structure.

Referring now to FIG. 1B, the method 100 proceeds with implementing thebattery charging event suitably configured for outdoor/open parkingstructure operation of the vehicle's engine in response to determiningthat vehicle is at an outdoor/open parking structure. An operation 114is performed for inhibiting a battery load corresponding to vehicleoperations not required for starting of the vehicle (i.e., a firstbattery load) from drawing current from an electrical charging system ofthe vehicle. The electrical charging system of the vehicle is disclosedherein to include the vehicle's battery(ies), an alternator(s), andother system components required for converting mechanical and/orthermal energy from the vehicle's engine to electrical power supplied tothe battery(ies). Preferably, such inhibiting of the first battery loadincludes precluding the first battery load from drawing electricalcurrent from the battery upon activation of ignition circuitry of thevehicle and after starting of the engine. It is disclosed herein thatthe first battery load can include current draw from a single currentdrawing component of the vehicle or current draw from multiple currentdrawing components of the vehicle.

It is disclosed herein that current draw components corresponding to thefirst battery load can be those that are operable only with ignitioncircuitry of the vehicle energized (i.e., activated) and/or those thatcan be operable independent of the ignition circuitry being energized.Examples of current drawing components of the vehicle which cancontribute to the first battery load include, but are not limited to,electronic power assist steering, heated windshield, rear windowbacklite, heated seat(s), heated steering wheel, heated mirror(s),window defrost unit(s), climate control blower, climate control blenddoor movement, A/C mode, A/C compressor, wireless user interfacecontrols, audio system components, heated windshield solvent reservoir,power seat(s), interior courtesy lighting, exterior lighting (e.g., withpossible exception of park lamps being allowed to flash for indicatingoperation of remote start charging event in progress), alarm intrusioncomponents, power access point(s), cigarette lighter(s), powerinvertors, entertainment system components, and the like.

An operation 116 is performed for starting the vehicle's engine afterfor inhibiting the first battery load from drawing current from thebattery charging system. Starting of the engine is implemented usingappropriate signalling within necessary circuitry of the vehicle (e.g.,via a control module system circuitry of the vehicle) without the needfor physical human interaction within the vehicle. In this manner, thevehicle is remotely started even if the vehicle itself is the entitythat issues the remote start activation command.

After starting the engine, an operation 118 is performed for inhibitinga battery load associated with (e.g., required for) vehicle operationsrequired during starting during starting of the vehicle (i.e., a secondbattery load) from drawing current from the electrical charging systemof the vehicle. It is disclosed herein that the second battery load caninclude current draw from a single current drawing component of thevehicle or current draw from multiple current drawing components of thevehicle. Current draw components corresponding to the second batteryload can be those that are operable only with ignition circuitry of thevehicle energized (i.e., activated) and/or those that are operable whilea starter of the vehicle is energized. Examples of current drawingcomponents of the vehicle which can contribute to the second batteryload include, but are not limited to, instrument panel backlighting,passive entry/passive start functionality, antenna power, interiorcourtesy lighting, exterior lighting (e.g., with possible exception ofpark lamps being allowed to flash for indicating operation of remotestart charging event in progress), alarm intrusion components, poweraccess point(s), cigarette lighter(s), power invertors, entertainmentsystem components and the like.

After inhibiting the second battery load from drawing electrical currentfrom the battery charging system, an operation 120 is performed fordetermining if any safe conditions have been violated in response toand/or after inhibiting the first battery load, inhibiting the secondbattery load, and/or starting the engine. Examples of such safeconditions include, but are not limited to, those mentioned above inreference to the operation 108 for determining if conditions forallowing the engine of the vehicle to be safely started have been met.Examples of such safe conditions also include, but are not limited to,an operating condition (e.g., temperature) of an exhaust or emissionscomponent exceeding an temperature limit, a closure structure (e.g.,door, hood, trunk) of the vehicle being opened, ignition switch or startbutton being engaged without valid key/electronic fob, a brake pedalbeing pushed, an antitheft system receiving a signal indicating apotential theft/intrusion, location on paved surface as opposed tonon-paved surface (e.g., grass) and the like.

An operation 122 is performed for stopping the engine if any safecondition is determined to be violated. If it is determined that no safeconditions have been violated, an operation 124 is performed foroptimizing output of an alternator of the vehicle. It is disclosedherein that a vehicle can have more than one alternator and, thus,embodiments of the present invention can be configured to optimizeoutput of one or both of such alternators. Examples of optimizing thealternator output include, but are not limited to, causing an output ofthe alternator of the vehicle to be maintained significantly above anidle output level (e.g., significantly above output level during regularoperation of the engine) after starting the engine (e.g., by operatingthe engine at a speed significantly above its target idle speed),causing the output of the alternator to be adjusted dependent upon apresent location of the vehicle, causing the output of the alternator tobe adjusted dependent upon engine operating temperature(s), causing theoutput of the alternator to be adjusted dependent upon ambienttemperature at the present location of the vehicle, and the like. It isdisclosed herein that causing the output of the alternator to bemaintained above the idle output level can include determining alocation of the vehicle and causing the engine to operate at an enginespeed above the target idle speed in response to determining that thevehicle is at a location determined to be acceptable for operating theengine at an engine speed above the target idle speed. Examples oftarget idle speed can include an idle speed of the engine duringclosed-loop mode of operation, an idle speed during a regular drivingmode of the vehicle, and an idle speed when the vehicle is not beingoperated for optimizing a battery charging even in accordance with thepresent invention. Such determination of the location of the vehicleincludes determining whether the vehicle is parked at an outdoor/openparking structure determined to be an acceptable location for operatingthe engine at an engine speed above the target idle speed. It is alsodisclosed herein that, if vehicle power supply regulation is managed bya suitable control system module (e.g., a processor based module),optimizing the alternator output can include adjusting a voltageregulation set point from a normal value (e.g., 12.8 volts) to a highervalue (e.g., 15.5 volts) after the engine is started by the remote startcharging mode, causing circuits having an incandescent lamp to bedeactivated while the voltage regulation set point is at the higherlevel, and causing such circuits having an incandescent lamp to bere-activated in conjunction with ending the method 100 (e.g.,immediately prior to the engine being stopped). Furthermore, ifalternator output cannot be safely maintained at an elevated level(i.e., maximum safe optimized output), optimizing the alternator outputcan include extending engine run time beyond a preset normal remotestart charging mode run time in order to accomplish an acceptable and/orintended battery SOC.

After optimizing the alternator output, an operation 126 is performedfor determining if a desired state of charge (SOC) has been met.Examples of parameters upon which the desired SOC can be based include,but are not limited to, a length of time that the engine has beenrunning, a voltage change during the duration of time that the enginehas been running, a voltage level of the battery, and the like. If it isdetermined that the desired SOC has not been met, the method 100 cancontinue to check if the desired SOC has been met during operation ofthe engine. If it is determined that the desired SOC has been met, themethod proceeds to the operation 122 for stopping the engine, which endsthe outdoor/open parking structure implementation of the batterycharging event. Thereafter, the method 100 can include furtheroperations, such as for reactivating any components and/orfunctionalities deactivated in association with performing the outdoorimplementation of the battery charging event.

Referring now to FIG. 1C, the method 100 proceeds with implementing thebattery charging event suitably configured for indoor operation of thevehicle's engine in response to determining that vehicle is at an indoorlocation. An operation 128 is performed for inhibiting a battery loadcorresponding to vehicle operations not required for starting of thevehicle (i.e., a first battery load), which can be the same as the firstbattery load discussed above in reference to FIG. 1B. After inhibitingthe first battery load from drawing current from the battery chargingsystem, an operation 130 is performed for starting the vehicle's engine.As discussed above in reference to FIG. 1B, starting of the engine isimplemented using appropriate signalling within necessary circuitry ofthe vehicle (e.g., via a control module system circuitry of the vehicle)without the need for physical human interaction within the vehicle.

After starting the engine, an operation 132 is performed for inhibitinga battery load corresponding to vehicle operations required duringstarting during starting of the vehicle (i.e., a second battery load)from drawing current from the electrical charging system of the vehicle,which can be the same as the second battery load discussed above inreference to FIG. 1B. After inhibiting the second battery load fromdrawing electrical current from the battery charging system, anoperation 134 is performed for determining if any safe conditions havebeen violated in response to and/or after inhibiting the first batteryload, inhibiting the second battery load, and/or starting the engine.Such safe conditions can be the same as those discussed above inreference to FIG. 1B. If any safe condition is determined to beviolated, an operation 136 is performed for stopping the engine.

If it is determined that no safe conditions have been violated, anoperation 138 is performed for optimizing output of the alternator ofthe vehicle. Examples of optimizing the alternator output can be thesame as those discussed above in reference to FIG. 1B. After optimizingthe alternator output, an operation 140 is performed for determining ifan indoor run time has been met. It is disclosed herein that the indoorrun time is a length of time that allows for safe operation of thevehicle's engine within an indoor environment. Such indoor run time canbe dependent upon time of day, a GPS location of the vehicle, a known oranticipated location of the vehicle, and the like.

If it is determined that the indoor run time has been met, the method100 proceeds to the operation 136 for stopping the engine, which endsthe indoor implementation of the battery charging event. Thereafter, themethod 100 can include further operations, such as for reactivating anycomponents and/or functionalities deactivated in association withperforming the indoor implementation of the battery charging event. Ifit is determined that the indoor run time has not been met, an operation142 is preformed for determining if a desired state of charge (SOC) ofthe battery has been met. Examples of parameters upon which the desiredSOC can be based can include those discussed above in reference to FIG.1B. If it is determined that the desired SOC has been met, the methodproceeds to the operation 136 for stopping the engine, which ends theindoor implementation of the battery charging event. Otherwise, chargingof the battery continues until either the indoor run time has met or thedesired SOC has been met. It is disclosed herein that in an alternateembodiment of the present invention, if it cannot be determine that thevehicle is at an outdoor/open parking structure, the indoorimplementation of the battery charging event indoor can be carried outin a manner in which the vehicle can be allowed to start but with runtime and/or engine operating speed idle being maintained at reducedlevels relative to those capable in an optimized alternator outputapproach in accordance with the present invention.

FIG. 2 shows a body control module 200 configured in accordance with anembodiment of the present invention. It is disclosed herein that thebody control module 200 is one example of a processor-based module of avehicle control module system capable of being configured for providing(e.g., controlling) remote start charging mode in accordance with thepresent invention. In view of the disclosures made herein, a skilledperson will understand and be provided with the knowledge for similarlyconfiguring another module of a vehicle control module system or jointlyconfiguring a plurality of other modules of a vehicle control modulesystem for providing remote start charging mode in accordance with thepresent invention.

The body control module 200 includes a processor 202, memory 204, aninput-output (I/O) interface 206, and instructions 208. The memory 204and the I/O interface 206 are coupled to the processor 202 for allowingcommunication of information therebetween. The I/O interface 206 isconfigured for allowing communication of information between the bodycontrol module 200 and other control modules of a vehicle's controlmodule system. In one embodiment, the I/O interface 206 is a signalmultiplexer capable of multiplexing and de-multiplexing signal receivedfrom and transmitted for reception by other control modules of thevehicle's control module system.

The instructions 208, which are configured for causing remote startcharging mode of operation of a vehicle for providing a battery chargeevent as disclosed herein, are stored on the memory 204 and areaccessible therefrom by the processor 202. In one specific embodiment,the instructions 208 are tangibly embodied for carrying out the method100 disclosed above or similarly configured methods. As such, the memory204 represents one example of a processor-readable medium havinginstructions tangibly and non-transiently embodied thereon that areconfigured for carrying out functionality in accordance with such remotestart charging mode.

Referring now to FIG. 3, a block diagram representation of a vehicle 300configured in accordance with an embodiment of the present invention isshown. The vehicle 30 includes a control module system 302, a battery304, a battery junction block 306, an engine 308, and a plurality ofbattery loads (e.g., a first battery load 310 and second battery load312). As depicted by the solid lines, the control module system 302, theengine 308, and the battery loads 310, 312 are each connected to thebattery 304 directly and/or through the battery junction block 306thereby enabling electrical current to be provided between controlmodule system 302, the battery 304, the engine 308, and the batteryloads 310, 312. As depicted by the hollowed lines, the control modulesystem 302, the battery junction block 306, the engine 308, and thebattery loads 310, 312 are also connected to control module system 302for providing control signalling and/or selective power distributionbetween the control module system 302, the battery junction block 306,the engine 308 (i.e., discrete components thereof), and the batteryloads 310, 312. For example, the battery junction block can beconfigured for allowing electrical current to be selectively providedfrom the battery to various vehicle operating components (e.g., thebattery loads 310, 312). It is disclosed herein that the batteryjunction block can be a constituent of the control module system and beconnected to the I/O interface 206 of the body control module 200. Withregard to discrete components of the engine 308, in the depictedembodiment, the engine 308 includes a starter 314, an alternator 316, anignition 318, and an emissions component sensor 320 (e.g., a sensorcapable of sensing a temperature of a catalytic converter). The starter314 and the alternator 316 are each connected directly to the battery304 whereas the ignition 318 and the emissions component sensor 320 areconnected to the battery through the battery junction block 306.

The control module system 302 includes the body control module 200, apower control module 332, a battery management module 334, an RF (radiofrequency) receiver 336, a telematics control unit 338, a climatecontrol management module 340, a GPS module 342, and a instrumentcluster 344. The power control module 332, the battery management module334, the RF receiver 336, the telematics control unit 338, the climatecontrol management module 340, the GPS module 342, and the instrumentcluster 344 are each connected to the I/O module 206 of the body controlmodule 200 for allowing information (e.g., control signalling, data,etc) to be selectively communicated therebetween. In particular, controlsignalling and/or data required for providing remote start charge modefunctionality as disclosed herein is received by the body control module200 from necessary ones of the other control modules of the controlmodule system 302 and/or is provided from the body control module 302 tonecessary ones of the other control modules of the control module system302.

Each one of the control modules of the control module system 302 isconfigured for controlling and/or providing information pertaining torespective vehicle operating conditions and/or components. In additionto being configurable for providing remote start charging mode ofoperation of a vehicle for providing a battery charge event as disclosedherein, the body control module 200 is an example of a control moduleconfigured for providing control of high current loads (e.g.,constituents of the battery loads 310, 312). Examples of such highcurrent loads include, but are not limited to, exterior lighting,interior lighting, heated seats, heated windshield, heated backlight,and heated mirrors. Additionally, the body control module 200 is anexample of a control module configured for providing keyless entry andpoint of access status verification (e.g., closure status of hood, door,and trunk). The powertrain control module 332 is an example of a controlmodule configured for providing control of engine operating components(e.g., idle control components, fuel delivery components, emissionscontrol components, etc) and for monitoring status of such engineoperating components (e.g., status of engine fault codes). The batterymanagement module 334 is an example of a control module configured forproviding state of charge status. The RF receiver 336 is an example of acontrol module configured for receiving remote start commandstransmitted via radio frequency. The telematics control unit 338 is anexample of a control module configured for providing for receivingremote start commands from a phone or web connection and also forsending out low battery alerts to a phone or a web database. The climatecontrol management module 340 is an example of a control moduleconfigured for providing load control of heating and cooling systemcomponents (e.g., compressor clutch, blower fan, etc). The GPS module342 is an example of a control module configured for providing vehiclelocation information. The instrument cluster 344 is an example of acontrol module configured for providing vehicle status information suchas fuel level info, engine operating temperature information, etc. Asdepicted, the abovementioned modules are represented as discretemodules. However, a skilled person will appreciate that such modules canshare physical hardware and/or firmware, that the functionality of twoor more of such modules can be integrated into a single module, and thatthe functionality of two or more of such modules can be distributedamong a plurality of modules.

In view of the disclosures made herein, a skilled person will appreciatethat embodiments of the present invention provide an effective andefficient approach to addressing what is referred to herein as batteryvoltage degradation (i.e., also known as battery rot). Battery voltagedegradation refers to the degradation of a battery of motor vehicles dueto small electrical current draw when the vehicle sits unstarted for asuitable period of time (e.g., quiescent power, typically on the orderof 10-30 mA). Depending on the current draw and the battery chosen forthe vehicle, this steady current draw will slowly reduce the vehiclebattery voltage to a point where there is no longer adequate voltage tostart the vehicle. Most vehicle manufacturers specify a battery thatwill support 30 days of lot storage prior to the vehicle being started.However, when vehicle sales are down and/or when there is a plantquality issues that causes the manufacturer to temporarily inventoryvehicles, the vehicles can be parked for as long as 120 days or more.Accordingly, it can become a considerable expense to recharged orreplaced batteries of such vehicles in the event that the battery isdrained to a point that precludes starting the vehicle. Similarly,protecting against these extended storage periods with a larger batteryis expensive, adds cost to the vehicles, and adds significant weight tothe vehicles. In contrast to these shortcomings associated with a largerbattery, implementing a remote starting charging mode in accordance withan embodiment of the present invention would not add any substantialmaterial cost and, more importantly, would not be activated unless avehicle was at risk of reaching too low of a battery voltage to startthe vehicle. This approach avoids cost from other known solutions (e.g.to 100% of an OEM vehicle fleet) and results only in the cost of fuel(e.g., 1 additional gallon) if and when a low voltage condition isdetermined to exist.

With regard to fuel consumption considerations, embodiments of thepresent invention offer a number of benefits as compared to conventionalapproaches for addressing battery voltage degradation. One such benefitrelating to fuel consumption is that no fuel is used unless the batterySOC is considered so low that a no-start is at risk. Another suchbenefit relating to fuel consumption is that, depending on the SOC,temperature, and/or other factors, the amount of fuel consumed whencharging a battery in accordance with the present invention may besufficiently small such that there is no need to increase the standardVehicle Operations (VO) fuel fill (e.g., 2 gallons) or the standard fuelfill amount used by vehicle dealers (e.g., often a full tank as acourtesy to new customers). Another such benefit relating to fuelconsumption is that the proposition of increasing the VO fuel fill(e.g., by 1 gallon) for supporting charging a battery in accordance withthe present invention would add minimal cost as compared to a largerbattery, a service call, and/or a warranty issue.

With regard to carbon footprint considerations, embodiments of thepresent invention offer a number of benefits as compared to conventionalapproaches for addressing battery voltage degradation. One such benefitrelating to carbon footprint is that no fuel is used unless and untilthere is a low SOC situation that risks a no-start. Another such benefitrelating to carbon footprint is that charging a battery in accordancewith the present invention requires no more fuel (and likely less fuel)than recharging the battery during a normal (i.e., prior art) startcycle. Another such benefit relating to carbon footprint is that, incontrast to a vehicle's battery becoming fully discharged (i.e., “dead”)due to the vehicle not being started, charging the battery in accordancewith the present invention prior to its battery becoming dead is moreefficient than a service event requiring either towing the vehicle orpicking up a new battery, taking it to the vehicle, and then taking thedead battery back to either a safe-disposal facility or dedicatedbattery recharging bank/rack.

With regard to financial cost considerations, embodiments of the presentinvention offer a number of benefits as compared to conventionalapproaches for addressing battery voltage degradation. One such benefitrelating to financial cost is that there should be no incrementalvehicle cost for typical storage times (e.g., 30-day storage). Anothersuch benefit relating to financial cost is that there should be minimalincremental vehicle cost if extra fuel (e.g., $3 for an additionalgallon) is needed to support an extended storage time (e.g., 120-daystorage). Another such benefit relating to financial cost is thatancillary components that may need to be added to support charging abattery in accordance with the present invention are nominal (e.g.,potentially as little as $2) provided the vehicle has a suitable powermode architecture. Another such benefit relating to financial cost isthat use of a vehicle's existing systems avoids added weight andrelatively high replacement cost associated with some prior artsolutions. Another such benefit relating to financial cost is thatcharging a battery in accordance with the present invention avoids theVO labor costs resulting from a vehicle no start due to a dead battery(e.g., typically requires 1 to 2 people to repair/service a vehicle witha dead battery). Another such benefit relating to financial cost isthat, by not shedding or disabling any of the vehicle's existing KOLsystems prior to recharging the battery, charging a battery inaccordance with the present invention reduces the amount of warrantyclaims for erratic operation, replaced batteries, and also labor onlyclaims for recharging batteries.

In the preceding detailed description, reference has been made to theaccompanying drawings that form a part hereof, and in which are shown byway of illustration specific embodiments in which the present inventionmay be practiced. These embodiments, and certain variants thereof, havebeen described in sufficient detail to enable those skilled in the artto practice embodiments of the present invention. It is to be understoodthat other suitable embodiments may be utilized and that logical,mechanical, chemical and electrical changes may be made withoutdeparting from the spirit or scope of such inventive disclosures. Toavoid unnecessary detail, the description omits certain informationknown to those skilled in the art. The preceding detailed descriptionis, therefore, not intended to be limited to the specific forms setforth herein, but on the contrary, it is intended to cover suchalternatives, modifications, and equivalents, as can be reasonablyincluded within the spirit and scope of the appended claims.

1. A method for providing a battery charging event, comprising:inhibiting a first battery load from drawing electrical current from abattery charging system of a vehicle; starting an engine of the vehicleafter said inhibiting of the first battery load; and causing an outputof an alternator of the vehicle to be maintained above a target idleoutput after starting the engine.
 2. The method of claim 1 whereininhibiting the first battery load includes precluding the first batteryload from drawing electrical current from the battery upon activation ofignition circuitry of the vehicle and after said starting of the engine.3. The method of claim 1, further comprising: inhibiting a secondbattery load from drawing electrical current from the battery chargingsystem after starting the engine.
 4. The method of claim 3 whereininhibiting the first battery load includes precluding the first batteryload from drawing electrical current from the battery charging systemupon activation of ignition circuitry of the vehicle and after saidstarting of the engine.
 5. The method of claim 1 wherein causing theoutput of the alternator to be maintained above the target idle outputincludes: determining a location of the vehicle; and causing the engineto operate at an engine speed above a target idle speed in response todetermining that the vehicle is at a location determined to beacceptable for operating the engine at an engine speed above the targetidle speed.
 6. The method of claim 5 wherein: determining the locationof the vehicle includes determining whether the vehicle is parked at anoutdoor/open parking structure; and the outdoor/open parking structureis a location determined to be an acceptable location for operating theengine at an engine speed above the target idle speed.
 7. The method ofclaim 1, further comprising: determining a location of the vehicle,wherein said starting of the engine is performed only if the location ofthe vehicle is determined to be a location acceptable for allowing saidstarting of the engine.
 8. The method of claim 1, further comprising:monitoring a temperature of an exhaust system component of the vehicle;and causing the engine to turn off in response to determining that theexhaust system component has attained an operating temperaturedetermined to be unacceptable for continued operation of the engine. 9.The method of claim 1, further comprising: determining a location of thevehicle; monitoring a temperature of an exhaust system component of thevehicle; and causing the engine to turn off in response to determiningthat the exhaust system component has attained the operating temperaturedetermined to be unacceptable for continued operation of the enginewhile at the location.
 10. The method of claim 9 wherein causing theoutput of the alternator to be maintained above the target idle outputinclude causing the engine to operate at an engine speed above a targetidle speed in response to determining that the vehicle is at a locationdetermined to be acceptable for operating the engine at an engine speedabove the target idle speed.
 11. The method of claim 10 wherein:determining the location of the vehicle includes determining whether thevehicle is parked at an outdoor/open parking structure; the outdoor/openparking structure is a location determined to be an acceptable locationfor operating the engine at an engine speed above the target idle speed;and wherein inhibiting the first battery load includes precluding thefirst battery load from drawing electrical current from the batterycharging system upon activation of ignition circuitry of the vehicle andafter said starting of the engine.
 12. A method for providing a batterycharging event, comprising: inhibiting a first battery load from drawingelectrical current from a battery charging system of a vehicle;activating ignition circuitry of the vehicle after said inhibiting ofthe first battery load; starting the engine after said ignitioncircuitry activation; inhibiting a second battery load from drawingelectrical current from the battery charging system after said startingof the engine; and causing an output of an alternator of the vehicle tobe adjusted dependent upon a present location of the vehicle.
 13. Themethod of claim 12 wherein inhibiting the first battery load includesprecluding the first battery load from drawing electrical current fromthe battery charging system upon activation of ignition circuitry of thevehicle and after said starting of the engine.
 14. The method of claim12 wherein causing the output of the alternator to be adjusted dependentupon the present location of the vehicle includes: determining alocation of the vehicle; and causing the engine to operate at an enginespeed above a target idle speed in response to determining that thevehicle is at a location determined to be acceptable for operating theengine at an engine speed above the target idle speed.
 15. The method ofclaim 14 wherein: determining the location of the vehicle includesdetermining whether the vehicle is parked at an outdoor/open parkingstructure; and the outdoor/open parking structure is a locationdetermined to be an acceptable location for operating the engine at anengine speed above the target idle speed.
 16. The method of claim 15wherein inhibiting the first battery load includes precluding the firstbattery load from drawing electrical current from the battery chargingsystem upon activation of ignition circuitry of the vehicle and aftersaid starting of the engine.
 17. The method of claim 12, furthercomprising: determining a location of the vehicle, wherein said startingof the engine is performed only if the location of the vehicle isdetermined to be a location acceptable for allowing said starting of theengine.
 18. The method of claim 12, further comprising: monitoring atemperature of an exhaust system component of the vehicle; and causingthe engine to turn off in response to determining that the exhaustsystem component has attained an operating temperature determined to beunacceptable for continued operation of the engine.
 19. The method ofclaim 12, further comprising: determining a location of the vehicle;monitoring a temperature of an exhaust system component of the vehicle;and causing the engine to turn off in response to determining that theexhaust system component has attained the operating temperaturedetermined to be unacceptable for continued operation of the enginewhile at the location.
 20. The method of claim 19 wherein causing theoutput of the alternator to be adjusted dependent upon the presentlocation of the vehicle includes: causing the engine to operate at anengine speed above a target idle speed in response to determining thatthe vehicle is at a location determined to be acceptable for operatingthe engine at an engine speed above the target idle speed.